Shock-absorber.



A. H. WORREST.

SHOCK ABSORBER.

APPLICATION FILED SEPT. 4, 1914.

1 1 42,925. Patented J une 15, 1915.

1 ill ALFRED H. WORREST, OF- LANCASTER, PENNSYLVANIA.

SHOCK-ABSORBER.

Specification of Letters Patent. Pgitented June 15, 1 915 Application filed September 4. 1914. Serial N 0. 860,248.

1 '0 all who-m itmay concern Be it known that I, ALFRED H. W'onnns'r, a citizen of the United statesyand a resident of Lancaster, in the county of Lancaster and State of Pennsylvania, have invented certain new and useful Improvements in SlIOCkwAbSOIbGIS; and I do hereby declare the following to be a full, clear, and exact description of the invention,.such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to an improvement in shock absorbers especially designed for use on automobiles.

Where semi elliptic springs are used for carrying the vehicle body, the ends of the springs are connected to the axles or other parts, by pivoted links which are free to swing, and'which permit the springs to return to normal position in advance of the completion of the rebound or return movement of the body of the car, and it is this unequal return rtthe spring and car body that produces the jar on the rebound, and the object'o'f my invention is to 'so connect the springs to the axle and car body as to limit their independent movement, thus pre venting to a large extent the jar cccasioned by the rebound.

With this end in view my invention consists in the parts and combinations of parts as will be more fully explained and pointed out in the claims.

' In the accom 'ianyin-g drawings, Figure 1 is a view in elevation of one embodiment of myinvention; Fig. 2 is a view in plan of one end of the spring and axle; Fig. 3 is a view in plan and Fig. 4- a view in elevation of a. modification and Figs. 5 andG are views of other modified forms.-

1 represents an axle of any approved form, provided with rigid posts 2, on which the links 3 carrying the semielliptic spring 4 are mounted to swing or turn. As new constructed, these links 3 are free to swing to permit the springs to elongate and return to normal position, consequently the springs are tree to assume their normal position in advance oi the completion o'f-the rebound by the car body, and my improvement con sists in connecting the links to the car body as to cause them to move with the latter. in the Form shown in Figs. 1 and 2 I have provided the inner ends of the links with extensions which are curved upwardly over the links, and then under the same, and

are attached at their free ends to the spring near the central or rigid portion of the latter, by clips, the spring being secured centrally to the car body in any approved man- 53.

have when unrestrained.- As he spring 35 straightens out. the extensions 5 of the links being attachedto and moving with the car body causes the mner ends of the links to drop in order to accommodate the lengthened spring and on the rebound or upward 7o movementof the car body, the extensions of the links prevents-that movement of the latter whichwonld permit the spring to move faster than the car body, or have any free swinging movement except that which is 7.5"

due to the flexibility of theextension. Hence when the springs lengthen, due to the des'centlot' the body of the car, the links swingdownwardly and outwardly to take careofi the increase in length of the spring, so

and on the rebound or upward movement of the car body, the extensions 5 cause the links to move with the body and thus prevent the spring from recovering faster than the body,

and also preventing or absorbing the'shock which is due to a large extent to the difference in movement of the parts. By extending the link beyond its point 0 attachment to the spring and connecting the free end of the extension to the car body or part connected to the car bodv. so' that it moves with the said body, the elasticity of this extension holds the springs lengthwise against loose opening and consequently does away to a large extent with the noise incidental to the springs.

In the construction shown in Figs. 3 and loose or free movement of the 4, the links 3 on'the front axle 1 and rear axle l are 'counectedbv a torsion rod 7. the 199 latter being mountedv to turn in the posts '2 on the axles. The links 3 are rigid.with this rod, and the latter is provided at or war its center with a crank S which is connectedto the car body 9 bv the connection 195 10. lVith this construction there will be a torsion rod 7 adiacent the two ends of the front and rear springs. each rod being connected to the car bodv, and it will be apparent that as the car bodv drops the links will be turned in a direction to accommodate the lengthened sprin s and on the rebeund the connection between the car body and the ends of the springs will prevent the latter from recovering or moving faster than the car body.

In the constructionshown in Fig. 5, the links 3" are provided with inward extensions 5 the free ends of which rest between the springs 11 and 12' both of which are under compression. These springs are located between the axle 1 and semi-elliptic spring4, and are held in place by the rods 13 which are securedto the spring 4, and are adapted to have vertical movement at opposite sides of the axle, the said rods being prevented from spreading at the lower ends, by the-tie plates 14; above and below the axle, the; tie

plate below being secured to the rods by nuts or otherwise, and the tie plate above resting on the axle and having holes sufficiently large for thefree movement of the rods therein. As the car body descends, the free end of the extension 5 of the link 3 will be depressed thus compressing spring 12. The instant however the car body hegins to ise, or the spring lz'begins toassume its normal shape, the links 3". begin to turn to accommodate themselves tothe spring 4,

' 5 as the extensions 5 and 5 are connected to but the turning movement of the links is controlled largely by the movement of the car body consequently the springs {I are restrained by the latter except for the flexibility due to springs 11 and 12.

The construction shown in Fig. 6, is substantially the sameas that shown in Fig. 1, except that in Fig.6, the spring l is.se cured to the axle and the links 3? and extension 5 thereof are secured to the car body'9.

By making the connections between the link and car bodv of spring metal, a limited flexibility is provided which prevents the abrupt stops at the extremities of the up and down movements of the body which would be present were the connections absolutely rigid.

In the constructions shown in Figs. 1 and the spring 4 at a point where there is no body, consequently the attachment is i the same as if the links were connected direct to the car body, hence I would have it understood that a reference herein, to the means connecting the link to the car body, is intended to include a construction' wherein the link extension is'connected to the vehicle spring.

It is evident that many slightchanges might be resorted to in'the relative arrangement of parts shown and described without departing from the spirit and scope of my integral extension at its other end, the said extension having connection with the vehicle body so as to move with thesarne,-and a spring connected with "said link at. the end having the extension.

2. In a shock absorber, the combination of an axle,'links pivoted thereto, a spring pivotally supported at its ends on said links, a car body and extensions integral with the links and connected with the car body whereby the links are caused to move with v the latter. 7 v

3. In a shock absorber, the combination of an axle, links pivoted thereto, a spring pivotally supportedat its ends onsaid links, a car body-and yielding extensions integral with the links and connected with said bodv whereby the links are caused to move with the latter.

In testimony whereof, I have signed this specification in the presence of two subscrilr ing witnesses.

' ALFRED H. WORREST. Witnesses:

ALLAN A. HERR, WV. E. MQRToN. 

